Internal-combustion engine.



WITNESSES B. G. PERKINS & R. K. SKINNER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 16, 191-1.

' Patnted Nov. 17, 1914.

AITOR HHS B. G. PERKINS & R. K. SKINNEE.

INTERNAL COMBUSTION ENGINE. k

' APPLICATION FILED FEB.16,1914. 1,1 17,900. Patented Nov. 17, 1914.

4 SHEETS-SHEET 2.

g M 4 fg, m Kw-m V a Mad m B. G. PERKINS & R. K. SKINNER.

INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED PBB.16,1914.

Patented Nov. 17, 1914.

4 SHEBTSSHEET 3.

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INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED FEB. 16, 1914.

Patented Nov. 17, 1914.

4 SHEET SSHEET 4.

WENT gm \Mww WITN E3 3 E5 V ATTONNEYSN UNITED STATES PATENT ,orrron- BENJAMIN G. PERKINS AND ROBERTS K. SK INNEBQOF HARTFORD, CONNECTICUT.

.mrsmmneoiinirsrmn ENGINE.

s ecmcatioa of Letters Pat nt. v Patented v. 1 7, 1914.

Application filed February 1, 1814. Serial No. 818,918.

To all whom it may concern:

Be it known that we, BENJA IN C. Pm:- KINS and-Ronsn'rs K. SKIN NER, both citizens of the United States of America, and both residing in the cit of Hartford, countyof Hartford, in the tate of Connecticiit, have invented certain new and useful Improvements in Internal-Combustion Engines, of

vertical section on the line 2-2, Fig. 1;

Fig. 3 is a sectional plan view on the line 3-3, Fig. 1,-but with the valvein a difierent position; Fig. 4 is a vertical section through the valves-on the line -l,'l, F g. 2: Fig. 5

' is a verticalsection oh the line b -:Ti, Fig. 2;

Fig. 6 is a sectional view showing tl]l '0l2i3l valves for the air'and. gas supplies.

The form of engine illustrated is of the upright type, withtwo superposed cylinders B and D, the upper cylinder 13 of smaller diameter being the working cylinder, while the lower cylinder D of larger diameter is utilized for pumpingthe supplies of air and gas. The pistonsA and C working in their respective cylinders are attached to. each other to move together, and may conveniently be described as constituting a double- ;diameter piston.- Preferably the lower pis- 40. .innerside on an inners'tationary sleeve E.

t n C is annularin form and works'on its which is secured atj its lower end to the outer casin chamber G. Air and gas supplies lead to the spaces above and below the piston C and the pump ism. double actin pump to draw in and to compress separate y charges of air and gas.

The engine illustrated in the drawings has 'two working cylinders B, B, but it will be understood that the number of cylinders maybe increased as occasion may require, or the essential features of our invention may be embodied; in a single working cylinde-r engine.

' For purposes of. explanation, it will-saf F of the engine, just above the crank the rise of the piston wi fiee to describe a slngle cylinder, except where it may be necessary to explain-theoperation of the valves, in relation to the gas and air reservoirs. As shown, there is a separate reservoir J (J1) for the gas supply to each of the engine cylinders, Figs. 2

and 3, while the air reser oirH is shown as common to the two' winking cylinders. The separate admission chair and gas to {the pump, and also the flow-of'such air and gas to their respective reservoirs H and J.

(J) is preferably controlled by a valvev K.

The admissionofthe separate charges of compressed air and compressed as separately and successively tothewofiiing cylinders from the reservoirs H, J, J is controlled by a positively operated valve L, which in the drawing'is shown as a rotary valve. These valves K and L-may be geared together as by gears 10,;11, 'Fig. 2, and driven from some moving part of the 'engine, or they may be otherwise positively.

actuated.

The gas inlet; from the carbnreter, is indicated at 12. leading-through branched passages 13. 13. to ports 1.4..14, which are con the rotary valve ..K. Whenthe widest part 15v (1.5) ofthese passage is open to the port. 14 (14 as-shown heleft of Fig. 2. the gascan flow throng the valve to the port 1],(113) which lies in a different cross sectional plane the plane of the p rt lei (l-1.)-.bnt adjacent to thellatter and leads through passage 18 (18) tothe interior of. thepurnping cylinder D belowthe piston C.

This .will bethe position of the val e wh n trolled by the passages I5, 16 and 15 1G, in

thepiston is rising. as in Fig. 1. \Vhen the.

pistonjisdescending, the valve will be in six-h position (shown at the rlght of Fig. 2),as

to closet'he port 14 (14) and open the passagc'lS" (18) and port 17 (17 through the passages 16 (16,) and 15 (15) in the valve and port 19 (1-9) to the gas reservoir J (J), so that the charge of gas which was drawn into the pumping cylinder during new on the down stroke of the piston he forced into the gas reservoir J (J) and compressed therein. The space on the upper side of the annular piston Qis in like'manner utilized to draw in and to compress the air separate from the gas. The air inlet is seen at .20, Fig. 2, and. the admissirn to the pumping chamber ,is controlled by the passages-2.5 and. 26 (26) in the valve K. In Fig. 2, thevalve K is shown in position to close the supply of air to the pumping chamber of the left hand cylinder of the engine but to open it through passuges, 26 to the ports-2T and '28 to the air pumping chamber of the right hand cylinder. At the same time the port 27 leading from the left hand engine is in communication through passage 25 with therport 29 leading to the air reservoir H. Thus on the descent of the piston the air is admitted to and drawn into the pumpin cylinder D above the piston C and when t e piston begins to rise, the valve Kwill have turned to open the passage to permit this charge to be forced into and compressed in the reservoir H. I

There are shown two separate ports 30 and'31 (30 and 31 for the air nd gas admissions from the reservoirs H, (J) to the upper valve L. The preferred construction of this upper valve will be understood upon reference to Figs. 1 and 3. It is shown tubular with ports 32, 33, (32, 33) for the gas, and-diagonal tubular passages 34 (34) for the air. A single port-35 (35) leads from the valve to each cylinder. As will be understood by reference to Fig. 1, this port 35 (35) is some distance below the surface of the working piston A, when at the top of, its stroke, so as to be closed by the piston when the ignition takes place, and accordingly the valve L will not be mechanically affected by the-blow of the explosion, nor directly subject to the heat of the ignition, until the Jharge exploded has partlyfexpanded.

-In Fig. 3, the valve L is'shown in such v position that at the moment both air and gas are cut olf from the working cylinder B atthe left, while air is being admitted to the working cylinder BKon the right. The exhaust from the working cylinder is shown at 0, Fig. 1, the inlet-port for the air and gas 35 (35) being at a level considerably above that of the exhaust port. Any usual or convenient form of spark plug rs fixed in the opening P atthe top of the Worldng cylinder, F ig. 1. Fromfithe foregoing. descriptiom'it will be observed that the air and gas reservoirs are in intermittent and alter- .nate communication with the pumping cylinder and the working cylinder.

\Vith the foregoing explanations, it will suffice-to add the .following general statement of the operation of the engine, reference being made .for simplicity to the opera-- tion of but one of the two, pairs of p stons and their cylinders an cooperating. parts of the valves K and L :--On the upstroke of the piston, gas from the carburetor is drawn into the lower pumping chamber by the piston C through the lower rotary valve K; on the return or downstroke of'the piston, this charge of gas is "forced from the lower pumping chamber 'into the gas stor-' age reservoir J (J and at the same down the exhaust port,

off the sup cylinder. -At the end 0 lated.

stroke of the piston C air is drawn mto the u per pumpin chamber, and this charge 0 air is forced into the air storage reservoir H on the up stroke of the piston. From these storage reservoirs the air and gas are admitted separately. to each working cylinder by proper turning of the valve L, that is to say, when the working piston is at or near the bottom of its stroke and uncovering the valve L will be in such position as to admit a rush of ai'runder pressure to the working cylinder through port 35- to scavenge the burnt gases out through the exhaust. About the time the iston, in rising a ain, has covered the exaust port, the va ve L will turn to close off the air supply, but leaving a volume of fresh air in the cylinder, as under pressure from the reservoir J will then be admitted to the working cylinder to mix with the-charge of fresh air already there. About the time the pressure in the working cylinder approximatelyequals the pressure in the gas reservoir the valve L will close ply of gas to the cylinder. In Fig. 1, this valve L is shown in position about to close the gas supply to the working the compression iston, the charge .is ignited ing stroke to the piston,"and cycle of operations will" be stroke of the to give the wor thereafter the repeated. 4 7

Owing to the fact that the positively actuated valve means controlling the separate admission of the compressed air and gas to the working cylinder, are outside the cylinder and apart from the piston itself we have a better control over the operation than if the iston or cylinder was used as a part of sai valve means.

\Ve provide the air storage reservoir H with a suitable valve It, to let oi? the air pressure when desired, as for example, when in starting it is desired to provide the working c linder with a rich combustible mixture or the first ignitions.

The air and vided with throttle valves, as indicated, for example, in F ig.. 6, in which the air inlet is shown as provided with a valve 120 and the as inlet with a valve 112, and the axes of t ese two valves have arms 113 and 114, which may have an adjustable connection 116, so that the quantities and relative quanti'ties of air and gas supplied may be regu- As will be seen on reference to Figs. 1, 3 and 5, we extend the Water jacket around the housing or seating ;for the valvegL and around the port 35 (35?) leading from the valve to the working cylinder, so that the housing or seating may be kept at an approximately uniform temperature and so permit the valve to run freely in its seatmg at all times. ,Also as shown in the gas supply inlets may be prodrawin s,

considerable portions of the rear walls the air and gas reservoirs H, J and J also constitute the outer walls of the waterjacketing of the working cylinders and the valves, so that there is an interchange of. heat and cooling between the working cylinder and incoming air and gas through the medium of the intervening waterjacket. This; also aids in keeping the valve L and its seating at an approximately uniform temperature, by the warming of the incoming supplies of air and gas and the cooling'of the cylinder. This preliminary spondingly difi'erent diameters and separate I heatingof'the gas and air-also makes their mixture in the working cylinder more explosive.

We claim as our invention 1. An internal combustion engine, hay ng a Working cylinder, a pumping cylind of larger diameter, connected pistons of correreservoirs for the compressed gas and the large air from the pump, in combination with positively actuated valve means outside the cylinder tocontrol the separate admission of air and gassuocessively to the working cylinder from the reservoirs.

2. A multiplecylinder internal combustion engine, having a pumping cylinder united with each working cylinder, two di- 'ameter pistons for the connected pumping and working cylinders, separate reservoirs for the compressed gas and the airin communication with the cylinders, in combination 7 with positively actuated valve means outside the cylinderv to control the separate admission of air and gas successively to the working cylinder from the reservoirs.

3.. An internal combustion engine, having a working cylinder, a pumping cylinder of larger diameter, and a double diameter piston therefbr, incombination with positively actuated valve means outside the cylinder to controlthe separate admission of air and gas successively 'to the working cylinder andv a common portfor the air and gas inder. a g

4. An internal combustion engine, having a working cylinder, a pumping cylinder of diameter, therefor, the pumping piston being adapted to supply separate charges of air and gas, a storage reservoir for the gas and a positi ely actuated valve means outside the cylinder to control the admission of gas to the;

working cylinder from said reservoir in combination with positively actuated means to control the separate admission of air to the working cylinder.

5. A multiple cylinder internal combustioneugine, having working cylinders and pumping'cy'linders of larger diameter united with the respective working cylinders, and

pumps and theworking a double diameter piston being adapted to separately supply air and gas chargegpositively actuated valve means outside the cylinders to control-the admission of gas to the working vcylinders and gas storage accommodations outside said valve means, in combination with positively actuated means to control the separate admission of air to the Working cylinders.

6. An internal combustion engine, having a working cylinder, a separate pumping cylinder of larger diameter, a double diameter piston therefor, the pumping piston being adapted to supply separate charges of-air and gas, separate storage reservoirs for the compressed air and gas, and positively actuated valve means outside the cylinder to control the admission of gas to theworking cylinder, in combination with positively actuated means to control the separate admission of air to the working cylinder.

7; An internal combustion engine, having a working cylinder anda piston, a doubleacting pump, whose piston is attached to the working piston, a crank chamber independent of said pump, said pump piston being adapted to draw and compress air on one side and to draw and compress gas separately on the other side and positively ac tuated valve means ,outside the cylinder to control the admission of gas to the working cylinder, in combination with positively actuated meansto control the separate a'dmission of air to the working cylinder..

8. An internal combustion engine having a working cylinder and piston therefor, and means for pumping the air and gas supplies scparatel in combination with separate reserv'oirs or the compressed ai and compressed gas, positively actuated valve means controlling the admission of air and gas to the pump and from the pump to the reservoirs and positively actuated valve means outside the cylinder to control the separate admission of voirs to the working cylinder. I

9. An internal combustion engine, having a working cylinder and a pum mg cylinder of larger diameter and unite pistons for the respective cylinders in combination with separate reservoirs for air and gas from the pump, positively actuated valve means controlling the admission of air. and gas to the pump and their admission from the gas from the resex air and gas from' the reserger diameter, a.

bar and the sleeve, constituting a doubleactin pump, the two pistons being attached toget er, in combination with separate reservoirs for the air and gas, and positively actuated valve means outside the linder to control the separate admission of e air and the gas from-the reservoirs to the working cylinder.

11. An internal cor. iustion engine, having a working cylinder and piston therefor a pumpin cylinder of larger diameter, an

a piston t erefor connected to the working piston, and constituting a doubleracting pump in combination with separate reservoirs for the air and the gas, and two Irotary valves, one between the pump and the reservoirs and theother between'the reservoirs and the working cylinder. and controlling theseparate admission of compressed ail;i and compressed gas to the working cyl- 1n er.

12. A multiple cylinder internal eombustion engine, having working cylinders and united pumping cylinders and pistons for separately umping air and gas supplies,

- ing'a working cylinder and pumping cyla of larger diameter, a den inder, a double diameter piston, separate air and gas reservoirs, valve means to control the admission of air and gas to the pump and from the pump to'the separate reservoirs,positively"actuated means to control the admission of air from the air reservoir to the working cylinder, in combination with positively actuated valve means outside thecylinde'r to control the separate admission of compressed gas to the working cylinder from the gas reservoir.

M. A multiple oylinder'internal combustion' engine, having working cylinders and apumping cylin er of larger diameter united with each working cylinder, double diameter pistons and separate reservoirs for the air and the gas common to more than one cylinder in combination with positively actuated means to control the separate admission of airand gas to the working cylinders fromthe reservoirs.

15. An internal combustion engine, having a working cylinder, agum ng cylinder 1e iameter plston, separate reservoirs for the air and the gas, and positively actuated valve means to [control the admission of aimed gas withpositively actuated means to control gas to the pumping means;

' working cylinder being opened and closed the sources of supply to the pump and from the pump to the reservoirs, in combination with positively actuated means to control the separate admission to the working cylinder from the reservoirs;

16. An internal combustion engine, having a working cylinder, exhaust means therefor, a pumping cylinder of larger diameter for separately dischargingai-r and gas o the working cylinder, a double diameter piston, and positively actuated valve'means outside the cylinder to control the admission of gas to the workin cylinder when its exhaust means is closed, in combination the separate admission of air thereto when the exhaust means is open.

17. An internal combustion engine, having a working cylinder and piston therefor, and air and gaspumping means in combination with positively actuated valvemeans to control the separate admission of compressed air and gas to the cylinder andmeans for throttling the supply'of air and 18. An internal combustionjengin'e,having a working cylinder and piston therefor, 1 a pumping cylinder of. larger diameter whose piston is united to the working cylinder piston. and which separately discharges air and gas to the working cylin- 4 der, an exhaust port in the working cylinder opened and closed by the piston, and positively actuated means to control the admission of gas to the working cylinder through its walls when the exhaust is closed, in combination with positively. actuated means to control the separate admission of air thereto when the exhaust is open.

' 19. An internal combustion engine, having a Working cylinder and a piston there'- for, a pumping cylinder and a piston therefor attached to the working piston for separately compressing the air and gas supplies, and separate reservoirs for the air and gas, in combination with positively actuated valve means to control the separate admission of gas and air to the working cylinder through its walls, the exhaust port of said byiits iston. a

20. 11 internal combustion engine, hav' ing a working cylinder and a piston there- .for, and a double acting pump of larger diameter whose piston is attached to the working piston to compress gas" during the power stroke and air during the compression stroke of said working piston and separate reservoirsfor the air and gas, in combination with valve means to control the admission from the pump to the reservoirs for the air and gas. 1 v 21..A multiple cylinder internal combustion engine, having working cylinders and double acting pumps of larger diameter,

to the reservoir means "during the power stroke of said working cylinders and compressing the air during the compression stroke of said working cylinder, and valve means to control the separate admission of I air and gas to the latter;

'22. An internal combustion engine, having aworking cylinder, apumping cylinder, a double diameter piston, and means for separately admitting air and gas to the workin cylinder in combination with a gas reservoir. anda positively actuated valve with united passages in said valveto control the admission of gas to the pump, and it i passage therefrom to the reservoir.

internal combustion engine, havmg a working cylinder, a pumping cylinder, and muted pistons therefor, means for separately admitting air and gas from the umping cylinder to the working cylinder, a valve housing in communication with the pumping chamber, positively actuated valve means in the housing and united passages in said valve means to control the admission of air to thepump and its dischar e therefrom through the same port in the ousing. 24. A multiple cylinder engine, having working. cylinders and two pumping cylfinders, a common air supply, and an air reservoir common to the two pumps, in combination with a positively actuated valve to control supply of air to the pumps, and its discharge therefrom to the reservoir, said valve having passages opening to a common port leading to the source of sup-,

ply and also opening to a common port leadin to the air reservoir.

25. 1, internal combustion engine, having a working cylinder, an air pump and a gas pump, means for'separatelv admitting air and gas to the working cylindeiya rotary valve having a'single passage in intermittent communication with three ports in the housing, one port leading to the source of supply, a second-leading toa chamber in intermittent communication withthe working cylinder, the third leading to a pup and communicating with the valve in a di ferent cross-sectional plane from that of the 26. An internal other ports.

combustion engine having a working cylinder,' a pumping cylinder of larger diameter, a double diameter piston operating in said cylinders, separate reservoirs for air and gas from the pump, positively actuated v ve means to control the separate admission of air and gas through a port to the working cylinder, said working cylinder, valve and port being water-jacketed, part of the walls of the water 1' acket constituting also part of the walls of the reservoirs for the purpose described. 1

water acket constitutin An internal combustion engine, hav- I aworking cylinder, a pumping cylinder m pfdarger diameter, a double diameter piston,

of thepiston and positively actuated valve means to control the admission and discharge of air and gas respectively through said separate ports in the pump.

29. An internal combustion engine, having a working cylinder and air and gas rcservoirs with a water jacket around the w rking cylinder, part of the, walls of the also part of the walls of the reservoirs, or the purpose described.

30. An internal combustion engine, having a working cylinder and piston, a pumping cylinder of larger diameter, and an annular piston united with the working cylinder piston, in combination with a fixed sleeve over which the annular piston works,

forming two pumping chambers, one for the admission of air and gas to the working cylinder from the reservoirs.

31, An internal combustion engine, having a working cylinder and piston, a pumping cylinder of larger diameter and an annular piston united with the working cylinderpiston in combination with a fixed sleeve over which the annular piston works, forming two pumping chambers, one for-the air and the other for the gas, separate reservoirs for the air and gas, valve means between the supplies and the pumping chambers and be tween the latter and the reservoirs and positively actuated valve means to control the separate admission of air and gas to the working cylinder from the reservoirs.

32. An internal combustion engine. having a working cylinder, a pumping cylinder of larger diameter, a two-diameter piston therefor, and separate reservoirs for the air and gas, a rotary valve means controlling the admission of air and gas to the pumping chambers and from the latter to the separate reservoirs, and a separate rotary valve controlling the separate admission of air and gas to the working cylinder rom the reservoirs.

33; An internal combust19pj -eugm.e, having a working cijl lindermnd a pu mpin gcylinder and pistons therefor in combination starting of the engine.

.In testimony-whereof we have signed our 7 temporarily lowermg the pressure in the air reservoir on the 7 names to this soecification, in the presence of two subscribing witnesses. I

' BENJ. C. PERKINS.

Witnesses:

- HULDA T..ANDERsoi-r, WALTER S. SCHUTZ.

ROBERTS K. SKIN NER. 

